Page 297 - UK Air Operations Regulations (Consolidated) 201121

Part CAT - ANNEX IV - Commercial Air Transport Operations

the appropriate ATC unit:
1) whenever any manoeuvre has caused the aeroplane to
deviate from an air traffic clearance;
2) when, subsequent to a manoeuvre that has caused the
aeroplane to deviate from an air traffic clearance, the
aeroplane has returned to a flight path that complies with
the clearance; and/or
3) when air traffic issue instructions that, if followed, would
cause the crew to manoeuvre the aircraft contrary to an RA
with which they are complying.
(F) Reporting rules
Objective: to verify that the flight crew member is aware of the rules for
reporting RAs to the operator.
Criteria: the flight crew member should demonstrate knowledge of
where information can be obtained regarding the need for making
written reports to various states when an RA is issued. Various States
have different reporting rules and the material available to the flight crew
member should be tailored to the operator’s operating environment. For
operators involved in commercial operations, this responsibility is
satisfied by the flight crew member reporting to the operator according
to the applicable reporting rules.
(3) Non-essential items: advisory thresholds
Objective: to demonstrate knowledge of the criteria for issuing TAs and RAs.
Criteria: the flight crew member should demonstrate an understanding of the
methodology used by ACAS to issue TAs and RAs and the general criteria for the
issuance of these advisories, including the following:
(i) the minimum and maximum altitudes below/above which TAs will not be
issued;
(ii) when the vertical separation at CPA is projected to be less than the ACAS-
desired separation, a corrective RA which requires a change to the existing
vertical speed will be issued. This separation varies from 300 ft at low altitude
to a maximum of 700 ft at high altitude;
(iii) when the vertical separation at CPA is projected to be just outside the ACAS-
desired separation, a preventive RA that does not require a change to the
existing vertical speed will be issued. This separation varies from 600 to 800
ft; and
(iv) RA fixed range thresholds vary between 0.2 and 1.1 NM.
(h) ACAS manoeuvre training
(1) Demonstration of the flight crew member’s ability to use ACAS displayed information
to properly respond to TAs and RAs should be carried out in a full flight simulator
equipped with an ACAS display and controls similar in appearance and operation to
those in the aircraft. If a full flight simulator is utilised, CRM should be practised
during this training.
(2) Alternatively, the required demonstrations can be carried out by means of an
interactive CBT with an ACAS display and controls similar in appearance and
operation to those in the aircraft. This interactive CBT should depict scenarios in
which real-time responses should be made. The flight crew member should be
informed whether or not the responses made were correct. If the response was
incorrect or inappropriate, the CBT should show what the correct response should
be.
(3) The scenarios included in the manoeuvre training should include: corrective RAs;
initial preventive RAs; maintain rate RAs; altitude crossing RAs; increase rate RAs;
RA reversals; weakening RAs; and multi-aircraft encounters. The consequences of
failure to respond correctly should be demonstrated by reference to actual incidents
such as those publicised in EUROCONTROL ACAS II Bulletins (available on the
EUROCONTROL website).
(i) TA responses
Objective: to verify that the pilot properly interprets and responds to TAs.
Criteria: the pilot should demonstrate the following:
(A) Proper division of responsibilities between the pilot flying and the pilot
monitoring. The pilot flying should fly the aircraft using any type-specific
procedures and be prepared to respond to any RA that might follow. For
aircraft without an RA pitch display, the pilot flying should consider the
likely magnitude of an appropriate pitch change. The pilot monitoring
should provide updates on the traffic location shown on the ACAS
display, using this information to help visually acquire the intruder.
(B) Proper interpretation of the displayed information. Flight crew members
should confirm that the aircraft they have visually acquired is that which
has caused the TA to be issued. Use should be made of all information
shown on the display, note being taken of the bearing and range of the
intruder (amber circle), whether it is above or below (data tag) and its
vertical speed direction (trend arrow).
(C) Other available information should be used to assist in visual
acquisition, including ATC ‘party-line’ information, traffic flow in use, etc.
(D) Because of the limitations described, the pilot flying should not
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